Take everything that love about the Corvette Z06 and ZR1, mash them up, and put it into the C7. What do you end up with? Most likely the 2015 Chevrolet Corvette Z06 which premiered at the Detroit Auto Show today.

The 2015 Z06 is much more aggressive than the model it replaces. Compared to the standard Corvette Stingray, the Z06 2.2-inches wider up front and 3.15-inches wider in the back to make room for bigger tires and brakes. Chevrolet moved such items such as hood vents and rear taillights to keep the Z06 proportioned nicely. There are also flared out fenders, larger vents, and a new inlet design on the rear fenders to get cool air to the transmission and differential coolers.

The Z06 will be available with three different downforce packages.

Standard will be a front splitter, spats around the front wheel openings, carbon-fiber hood with larger vents, and a rear spoiler.

Optional is a carbon-fiber aero package that adds a front splitter with aviation-style winglets, rocker panels, and a larger rear spoiler with a fixed wickerbill (a small, vertical tab on the spoiler to increase downforce)

Finally, there is the Z07 package that adds larger winglets to the front splitter and a adjustable, see-through center section on the rear spoiler for track use

Under the hood of the 2015 Z06 is a variation of the LT1 called the LT4. The LT4 is a supercharged 6.2L V8 engine that produces "at least" 625 horsepower and 635 pound-feet of torque. This is thanks to a new 1.7-liter Eaton supercharger and intercooler that can spin at up to 20,000 rpm. The LT4 is also fitted with Chevrolet's Active Fuel Management, as well as direct injection and variable valve timing to keep fuel economy in check.

Two transmissions on offer for the Z06. First is a seven-speed manual fitted with a new dual-mass flywheel and dual-disc clutch. The other is a new eight-speed automatic which Chevrolet claims "wide-open-throttle upshifts executed up to eight-hundredths of a second quicker than the dual-clutch in the Porsche 911." Paddle-shift for the automatic will be standard.

Other mechanical bits on the Z06 include six-pot Brembo brakes, a revised suspension with Magnetic Ride Control, and electronic limited-slip differential. If you opt for the Z07 package, the standard brakes morph into larger Brembo carbon-ceramic brakes and a set of Pilot Sport Cup tires.

Inside, the Z06 gets such niceties as a flat-bottom steering wheel, a choice of GT and Competition Sport seats, and Napa leather, aluminum, carbon fiber and micro-suede lining the interior. The Z06 will also feature a removable roof panel for the first time. This is thanks to a new aluminum frame that is 60 percent stiffer than the ZR1 when the panel is on and 20 percent stiffer when its off.

With the track-focused Z07 performance package, the 2015 Corvette Z06 delivers faster lap times than the 2014 Corvette ZR1

The first Corvette Z06 to offer a supercharged engine, a removable roof panel, and an available paddle-shift automatic transmission

DETROIT – Chevrolet today introduced the most track-capable Corvette in the brand's history – the 2015 Corvette Z06. It elevates the performance envelope for Corvette with unprecedented levels of aerodynamic downforce, at least 625 horsepower from an all-new supercharged engine, and an all-new, high-performance eight-speed automatic transmission – all building on the advanced driver technologies introduced on the Corvette Stingray.

"The new Z06 delivers levels of performance, technology and design that rival the most exotic supercars in the world," said Mark Reuss, president, General Motors North America. "And the Z06 leverages the engineering expertise of GM, offering the choice of two world-class transmissions, supercar performance without supercar fuel consumption, and technologies that make it easier to fully enjoy the incredible experience of driving it."

The 2015 model is the first Corvette Z06 to offer a supercharged engine, an automatic transmission and, thanks to a stronger aluminum frame, a removable roof panel. The new, supercharged 6.2L engine is expected to deliver at least 625 horsepower (466 kW), and can be matched with either a seven-speed manual or an all-new, high-performance eight-speed automatic transmission with paddle shifters for manual control. The aluminum frame carries over from the Corvette Stingray and will also be used essentially unchanged for the Corvette Racing C7.R.

A track-focused Z07 Performance Package adds unique components for true aerodynamic downforce, Michelin Pilot Super Sport Cup tires for enhanced grip, and Brembo carbon ceramic-matrix brake rotors that improve braking performance and contribute to greater handling through reduced unsprung weight. Although development testing is ongoing, the Z07 package has already recorded some of the fastest lap times ever for a Corvette, surpassing even the ZR1.

"The Corvette Z06 is a great example of the technology transfer between racing and production Corvettes," said Tadge Juechter, Corvette chief engineer. "First, we took what we learned on the Corvette Racing C6.R and applied that to the all-new Corvette Stingray. Then, using the Stingray as a foundation, the Z06 and C7.R were developed to push the envelope of performance on the street and the track."

These technologies – combined with the fuel-efficient multi-speed transmissions, aerodynamic design and lightweight construction – help make the new Z06 surprisingly fuel-efficient.

"The supercharged LT4 engine delivers the greatest balance of performance and efficiency ever in the Corvette," said John Rydzewski, assistant chief engineer for Small-Block engines. "It is one of the world's only supercharged engines to incorporate cylinder deactivation technology, enabling it to cruise efficiently on the highway with reduced fuel consumption, but offer more than 600 horsepower whenever the driver calls up its tremendous power reserve."

To maintain the Z06's mass and performance targets, the LT4 engine was designed with a more-efficient, more-compact next-generation supercharger. Even with its integrated supercharger/intercooler assembly mounted in the valley between the cylinder heads, the engine is only about 1 inch (25 mm) taller than the Corvette Stingray's LT1 engine – while delivering nearly 37 percent more horsepower and 40 percent more torque.

The new 1.7L Eaton R1740 TVS supercharger spins at up to 20,000 rpm – 5,000 rpm more than the supercharger on the Corvette ZR1's LS9. The rotors are shorter in length, too, which contributes to their higher-rpm capability – and enables them to get up to speed quicker, producing power-enhancing boost earlier in the rpm band. That boost is achieved more efficiently, thanks to a new, more direct discharge port that creates less turbulence, reducing heat and speeding airflow into the engine.

The LT4 engine also has several unique features designed to support its higher output and the greater cylinder pressures created by forced induction, including:

Stainless steel exhaust headers and aluminum balancer that are lighter than their LT1 counterparts

Standard dry-sump oiling system with larger cooler capacity than Z51; used with dual-pressure-control oil pump.

The LT4 will be built in Tonawanda, N.Y., and Bowling Green, Ky., at the new Performance Build Center.

Eight speeds, no waiting

The supercharged LT4 is offered with a standard seven-speed manual transmission with Active Rev Match, or an all-new 8L90 eight-speed paddle-shift automatic transmission designed to enhance both performance and efficiency.

"Unlike most ultra-performance cars, the Corvette Z06 offers customers the choice between two transmissions to suit their driving styles," said Juechter. "The seven-speed gives the driver the control of a true three-pedal manual transmission with perfect shifts enabled by Active Rev Matching. The new eight-speed automatic offers drivers the comfort and drivability of a true automatic transmission, as well as lightning-fast shifts and manual control for track driving."

The seven-speed manual incorporates rev-matching technology for upshifts and downshifts. This driver-selectable feature can be easily engaged or disengaged via paddles on the steering wheel. The seven-speed is used with a new dual-mass flywheel and dual-disc clutch, which deliver greater shift quality and feel through lower inertia.

The eight-speed automatic is tuned for world-class shift-response times, and smaller steps between gears keep the LT4 within the sweet spot of the rpm band, optimizing the output of the supercharged engine for exhilarating performance and greater efficiency.

For performance driving, the transmission offers full manual control via steering wheel paddles, and unique algorithms to deliver shift performance that rivals the dual-clutch/semi-automatic transmissions found in many supercars – but with the smoothness and refinement that comes with a conventional automatic fitted with a torque converter.

In fact, the 8L90's controller analyzes and executes commands 160 times per second, and wide-open-throttle upshifts are executed up to eight-hundredths of a second quicker than those of the dual-clutch transmission offered in the Porsche 911.

"There's no trade-off in drivability with the new 8L90 eight-speed automatic transmission – it was designed to deliver performance on par with dual-clutch designs, but without sacrificing refinement," said Bill Goodrich, assistant chief engineer for eight-speed automatic transmissions. "It is also the highest-capacity automatic transmission ever offered in a Chevrolet car."

Featuring four gearsets and five clutches, creative packaging enables the GM-developed eight speed automatic to fit the same space as the six-speed automatic used in the Corvette Stingray. Extensive use of aluminum and even magnesium make it more than eight pounds (4 kg) lighter than the six-speed, as well. Along with design features that reduce friction, the 8L90 is expected to contribute up to five-percent greater efficiency, when compared with a six-speed automatic.

The eight-speed automatic will be built at GM's Toledo, Ohio, transmission facility.

Designed for downforce

The performance targets of the Z06 also posed a challenge for the design team, who had to create a striking design that also contributed to increased capabilities.

"Virtually every exterior change served a functional purpose, as this beast needed more of everything," said Tom Peters, Corvette design director, "The flared fenders accommodate larger, wider wheels and tires for more grip. The larger vents provide more cooling air to the engine, brakes, transmission and differential for increased track capability. The more aggressive aerodynamic package generates true downforce for more cornering grip and high-speed stability."

Indeed, the design changes began not with the exterior panels, but the tires.

To deliver the levels of grip needed for the Z06's performance targets, the Z06 was fitted with larger Michelin tires (Pilot Sport tires for the Z06; Sport Cup tires with the Z07 package). The P285/30ZR19 front tires are 1.5 inches wider than the tires on the Stingray, while the 335/25ZR20 rear tires are two inches wider.

To cover the wider tire tread, the fenders of the Z06 were extended by 2.2 inches (56 mm) at the front, and 3.15 inches (80 mm) at the rear. These extensions give the Corvette Z06 a wider, lower appearance that is further emphasized by a unique rear fascia. It incorporates the same taillamp assemblies as the Stingray, but on the Z06 the taillamps are pushed approximately three inches farther apart, toward to edges of the body.

The tires are mounted on lightweight, spin-cast aluminum wheels that are also wider than the Stingray (19 x 10 inches in front and 20 x 12 inches in the rear). Their open, ultralight design showcases the massive Brembo brakes, which are part of the design aesthetic:

To harness the cornering and braking grip afforded by the larger tires and brakes, the exterior of the Corvette Z06 has also been tailored to produce aerodynamic downforce that presses the tires to the ground at high speeds.

The Z06 will offer three, increasing levels of aerodynamic downforce:

The standard Z06 features a front splitter, spats around the front wheel openings, a unique carbon-fiber hood with a larger vent, and the rear spoiler from the Corvette Stingray's Z51 Performance Package

An available carbon-fiber aero package (in either black or a visible carbon-fiber finish) adds a carbon fiber front splitter with aviation-style winglets, carbon fiber rocker panels, and a larger rear spoiler with a fixed wickerbill – a small, vertical tab at the edge of the spoiler that significantly increases downforce

The available Z07 package adds a larger winglets to the front splitter, along with an adjustable, see-through center section on the rear spoiler for track use; with this package, the Corvette Z06 delivers the most amount of aerodynamic downforce of any production car that GM has tested.

The exterior design also reflects the increased cooling required for the new Corvette Z06. For example, the mesh pattern on the front fascia was painstakingly designed to deliver the most possible airflow to the supercharger's intercooler heat exchanger. In fact, the mesh grill directs more air into the engine bay than with the grille completely removed.

The unique grille also features dedicated brake-cooling intakes and wider grille outlets on the bottom serve as air diffusers. The grille is complemented with a larger hood vent, which not only vents hot air from the engine compartment, but contributes to downforce by allowing air driven through the grille to exit through the hood rather than being forced under the car, which could create lift.

Additional cooling elements include larger front fender vents and unique air blades over the inlets on the rear fenders, which force about 50 percent more air into the cooling ducts for the transmission and differential coolers than those on the Stingray. To cope with the additional airflow, the Z06 has also has larger rear-fascia openings than the Stingray.

Standard front and rear brake-cooling ducts, including Z06-signature rear ducts integrated in front of the rear fender openings, are also part of the functional design changes.

Inside, the Corvette Z06 is distinguished from the Corvette Stingray by unique color schemes that emphasize the driver-focused cockpit, and a unique, flat-bottomed steering wheel.

Like the Stingray, the Z06 will be offered with two seating choices: a GT seat, for all-around comfort, and a Competition Sport seat with more aggressive side bolstering, which provides greater support on the track. The frame structure for both seats is made of magnesium, for greater strength and less weight than comparable steel frames. They're also more rigid, contributing to the enhanced feeling of support during performance driving.

The Z06 also benefits from interior details designed for high-performance driving, first introduced on the Stingray, including a steel-reinforced grab bar on the center console for the passenger and soft-touch materials on the edge of the console, where the driver naturally braces during high-load cornering.

The performance-supporting elements inside the new Corvette Z06 are complemented by unprecedented attention to detail and build quality. All models feature a fully-wrapped interior, where every surface is covered with premium, soft-touch materials. Available materials, depending on the trim level, include Napa leather, aluminum, carbon fiber and micro-suede.

Track-proven technologies

The 2015 Corvette Z06 leverages the technologies introduced on the Corvette Stingray, including the strategic use of lightweight materials and advanced driver technologies, with unique features and calibrations tailored for its capabilities.

"Our mission with the seventh-generation Corvette was to make the performance levels more accessible, enabling drivers exploit every pound-foot of torque, every "g" of grip and every pound of downforce," said Juechter. "It's a philosophy we introduced with the 460-horsepower Corvette Stingray – and one that's even more relevant with an estimated 625 horsepower at your beck and call."

For the first time ever, the Corvette Z06's aluminum frame will be produced in-house at the Bowling Green, Ky., assembly plant. It's the same robust, lightweight frame used on the Corvette Stingray and it will also be used essentially unchanged for the C7.R racecars.

The stiffer design of the aluminum frame allows the Corvette Z06 to be offered with a removable roof panel for the first time. In fact, with the lightweight, carbon fiber roof panel removed, the new Corvette Z06 offers 20 percent more structural rigidity than the previous model's fixed-roof design – and a 60-percent increase in stiffness with the roof panel installed.

The new Z06 retains the SLA-type front and rear suspension design of the Corvette Stingray, including, but uniquely calibrated for the higher performance threshold. The third-generation Magnetic Selective Ride Control dampers are standard on Z06, and can be adjusted for touring comfort or maximum track performance via the standard Driver Mode Selector.

Like on the Stingray, the Driver Mode Selector tailors up to a dozen features of the Z06 to suit the driver's environment, including:

Active handling (StabiliTrak stability control): A "competitive" setting is available in Track mode and is more suited for on-track conditions. It can also be disabled, giving the driver complete control

Performance Traction Management: Available in Track mode and offers five settings of torque reduction and brake intervention for track driving

Electronic Limited Slip Differential: Adjusts the rate at which the limited slip engages, to balance between steering response and stability in different driving conditions; more aggressive performance in Sport and Track modes.

The smart electronic limited-slip differential (eLSD) is standard on the Z06, to make the most of the torque split between the rear wheels. The system features a hydraulically actuated clutch that can infinitely vary clutch engagement and can respond from open to full engagement in tenths of a second. It shifts torque-based on a unique algorithm that factors in vehicle speed, steering input and throttle position to improve steering feel, handling balance and traction.

The eLSD is fully integrated with Electronic Stability Control and Performance Traction Management systems. Its calibrations vary among three modes, based on the Drive Mode Selector setting:

Mode 1 is the default setting for normal driving and emphasizes vehicle stability

Mode 2 is engaged when electronic stability control is turned off in the Sport or Track modes. This calibration enables more nimble turn-in and traction while accelerating out of a corner

Mode 3 is automatically selected when Performance Traction Management is engaged. This calibration has the same function as Mode 2, but is fine-tuned to work with Performance Traction Management.

The new Corvette Z06 will be available in early 2015. Performance data and pricing will be announced closer to the start of production.

User Feedback

So the one on the stand at NAIAS is one with the Z07 package (transparent thingy on the rear spoiler)... Aggressive, very aggressive... I am wondering if there will be a C7 ZR1, though I could see this engine generating some 20hp-to-30hp more (or whatever hp increase would offset the higher weight) for a fully loaded, equipment-wise, ZR1 to top out the Corvette range

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So both camps of oracles -- those predicting that it'll be called a Z06 and those predicting that it'll be called a Z07 -- are correct. Greater than 625 bhp and greater than 635 lb-ft are certainly adequate. One thing that is VERY impressive is that the LT4 makes essentially the same output as the LS9, using a 1.7L blower. For reference, the LS9 is a 2.3L and the detned LSA is a 1.9L. That's a 26% reduction in positive displacement which means that it either runs with 2~3 psi less boost or it runs the blower at a higher speed. The latter is highly unlikely since the LS9 is already at 10.5 psi and external compression blowers like the Eaton TVS gets dramatically inefficient if you ramp it beyond that. The former means that the 6.2 LT4 is getting the same output with less mass flow, less supercharger drag and probably more compression. More practically, it's probably a little of both. The LT4 probably runs at 7~8 psi but with the twisted rotors spinning at speeds close to the LS9 spins it's TVS R2300. If so look for a 1~3 mpg improvement over the LS9. I predict at least15/23 mpg and perhaps as much as 16/25 mpg -- which will be very good for a 600+ hp car.

$75~80K isn't bad either if the assertion than the those with a budget for a C6 Z06 can also afford the 7th Gen model. Regardless, the more interesting car from a revenue as well as brand creds standpoint will actually be the Caddy which presumably will feature the same motor. Definitely looking forward to the LT4 powered CTS-V.

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Another interesting note... this marks the first application for the Hydramatic 8L90 automatic transmission. GM's first 8-speed auto.

To beat the clock, the 14' CTS vSport uses an Aisin sourced 8-speed auto. It remains to be seen if they will switch the CTS line over to the Hydramatic. If they do, it'll probably not be the 8L90; an 8L50 would been more appropriate and more efficient.

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It sounds like it will be expensive, and essentially replace the ZR1. If GM charges $75k for a Camaro with 500 hp, Brembos and some carbon fiber, I wouldn't be surprised to see this car priced near $100k before options. But a 911 or GT-R is basically $100k so it would be right in there.

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It sounds like it will be expensive, and essentially replace the ZR1. If GM charges $75k for a Camaro with 500 hp, Brembos and some carbon fiber, I wouldn't be surprised to see this car priced near $100k before options. But a 911 or GT-R is basically $100k so it would be right in there.

As Tadge Juechter himself put it—in between explaining the aerodynamic value added by the tiny spats ahead of each front wheel and detailing how the C7.R’s three-percent fuel-efficiency bump (thanks to direct injection) will save one pit stop over a 24-hour race—“if you could afford the old Z06, you’ll be able to afford the new Z06.”

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I hadn't completely fallen for this car until I saw it in the gray metallic color with the silver painted wheels and red calipers... Once I did, oh man, it was like love at first sight. So sharp, so evocative, so.... "move over or I'm going to eat you alive!" It is truly a different car in that color combination. Absolutely divine.